Radiator/cowling flaps

[fruitbat]

well, i won't argue with that chart, but funnily enough, still shows manifold pressure and rpm, which wait, let me see are the gauges the pilot actually uses, lol.

Oh, and of course those percents are actually the hp available in relation to the 100% power setting, at the other different manifold pressure/rpm settings listed, but thanks for the chart...

[palidian]

Originally Posted by fruitbat

I've never seen a WWII pilots notes that hasn't show Boost/manifold pressure/ATA with rpm for a power setting.

Never ever seen a percent.

from one of the random ones i have on my hard drive, Spit Mk IX,



Distinct lack of percent.....

It is pretty easy, the throttle lever pulled all the way back is idle, push it all the way forward it is at 100%, place it in between the two, and its at 50%. Push it all the way forward and breaking the stop, its in WEP. Your car does not have a throttle percentage indicator, but you somehow know when your foot is pressing on the pedal all the way not not.

[palidian]

Originally Posted by fruitbat

well, i won't argue with that chart, but funnily enough, still shows manifold pressure and rpm, which wait, let me see are the gauges the pilot actually uses, lol.

Oh, and of course those percents are only the hp available in relation to the 100% power at those different manifold pressure/rpm settings, as opposed to a just a throttle setting, since you need to change the pitch to get the rpms to acheive that, but thanks for the chart...

Manifold pressure is an indicator of the supercharger, and when to change gears. The higher the altitude the less the pressure you will get. At a certain point you will shift blower gears.

[Crumpp]

100% power

If you notice, that is always the maximum continuous rating.

It is not uncommon to see power rating that exceed that maximum continuous and in the case of the Allison V-1710 we can see there are two such ratings which exceed the 100% power capacity of the engine.

Of course exceeding that 100% power capacity represents an overloaded condition on the engine.

[palidian]

Originally Posted by fruitbat

To pick an example,

If your getting outrun by a la5fn, let alone any other la5 in an p51d, then you are doing something seriously wrong, cause i sure don't, not even close.

In game la5 has better acceleration, but its no match for top speeds above 2000m, and even below that the 51 has a small advantage. Above 6000m the speed advantage the 51 has is huge......

Oh, and even if your speeds you've picked out are correct (depending on which test you cherry pick or random book/history channel), what height were they listed at, cause i know they aren't all the same height for each plane

you do know that the same two planes at different altitude can be quicker than each other right?

This happens in online games, so tell me what I am doing wrong. I have a hard time getting anywhere close to that speed speed. I have played with the pitch. Cheating could be involved, and that could explain the issue.

[TinyTim]

Originally Posted by palidian

No conspiracy theory here, its a fact.
So tell me how a La 5 at 403 mph outruns a F4U1A, at 417MPH, and outruns a P51D at 437mph yet the A6M2 at 410mph gets left behind?

Wait... what?

Are you saying A6M2 should be faster than La-5?

Leaving that aside, trust me in saying that there must be something seriously wrong on your end if La-5 catches you in a P-51 (you are not flying it with a topped off fuel tank, attempting to dogfight a Lavochkin at extremely low altitude and then when situation gets spicy trying to run away, are you?). Why don't you upload tracks of it happening if you can't resolve the issue and I'm pretty sure some good fellas around here will be happy to help you out. Or, better, hop online, pick a La-5 and try to catch some P-51 jockeys. You might change your mind pretty quickly.

[IceFire]

There is no way that a La-5FN should be able to catch a P-51D if both are flying in a straight line. At lower altitudes I would probably use a shallow dive just to be sure as the La-5FN is quite good down in the thicker air... but get up to the higher altitudes and the Mustang walks away from nearly every Russian bird.

Quoting the top speeds of the La-5FN and P-51D doesn't mean a whole lot... what altitude were you at at the time. The top speeds of many aircraft are very important depending on what altitude you're working with. It's not like the P-51 gets 437mph top speed at every single altitude if flies at.

And overheating, or the lack thereof, defies logic on some planes. The Fw190D9 in German testing at military power in climb failed to show any difference in temp regardless of cowl flap position while not approaching overheat. It was also noted the least drag position for the cowl flaps was 23% open (not 0% as in game).

I will only mention the Mustang to say that I won't bring it up - lol.

[-)-MAILMAN-]

Originally Posted by palidian

This comes from WWII pilots that when in combat would go full mil power and never have an issue. I have several WWII airplane and engine manuals, and they give lots of warnings, but nothing about running at full mil power. The manual states no more than 5 minutes at WEP or Take off power. Water injection helps cool the engine, if cooling was an issue than the water injection would be started earlier. In addition the higher up you get the colder the air is, it is also thinner however.

The ME262 over heats at 100%, jet engines generally do not get hot (so to speak, at least not to start melting things.) due to there nature.

I will test the cowling effects more.

Better read the manuals for the US birds, because I have manuals for almost all of them and they all had limits for:

Takeoff - 5 minutes max
Military Rated Power 5-10 minutes (highest power no water injection all aircraft)
War Emergency Power - 5 minutes max (for planes that had water injection)
Normal or Maximum Continuous - no time limit limitations for this power setting

These power plant settings may be different depending upon the geographical location, season and altitude you are operating so the US manuals and manufacturer settings may have to be adjusted slightly lower to compensate for "warmer locations". These conditions were also presented in the pilot manuals. Full rich mixture setting was also used to cool the engine. In the game the US birds don't have the option of an auto lean setting, only automatic rich and full rich.

The corsairs also for example had separate "radiator" flaps for oil (oil cooler), cylinder head (cowl flalps) and carburetor inlet air (intercooler). On the corsairs each of these had a separate operator were opened depending upon the cause of the heating issue. The F6F-3 had two controls for these three flaps sets, but the F6F-5 was improved to have three separate controls. Unfortunately in the game if you operate the radiators for any plane in the game all of the cooling flaps open even though you needed only one for a specific heat issue and you get the associated drag of all of these flaps. This info came directly from the USN Pilot operating manual for the F4U-1, F4U-1C & F4U-1D and the USN Pilot operating manual for the F6F-3, F6F-3(N), F6F-5 and F6F-5(N).

[bladeracer]

Originally Posted by -)-MAILMAN-

Better read the manuals for the US birds, because I have manuals for almost all of them and they all had limits for:

Takeoff - 5 minutes max
Military Rated Power 5-10 minutes (highest power no water injection all aircraft)
War Emergency Power - 5 minutes max (for planes that had water injection)
Normal or Maximum Continuous - no time limit limitations for this power setting

These power plant settings may be different depending upon the geographical location, season and altitude you are operating so the US manuals and manufacturer settings may have to be adjusted slightly lower to compensate for "warmer locations". These conditions were also presented in the pilot manuals. Full rich mixture setting was also used to cool the engine. In the game the US birds don't have the option of an auto lean setting, only automatic rich and full rich.

The corsairs also for example had separate "radiator" flaps for oil (oil cooler), cylinder head (cowl flalps) and carburetor inlet air (intercooler). On the corsairs each of these had a separate operator were opened depending upon the cause of the heating issue. The F6F-3 had two controls for these three flaps sets, but the F6F-5 was improved to have three separate controls. Unfortunately in the game if you operate the radiators for any plane in the game all of the cooling flaps open even though you needed only one for a specific heat issue and you get the associated drag of all of these flaps. This info came directly from the USN Pilot operating manual for the F4U-1, F4U-1C & F4U-1D and the USN Pilot operating manual for the F6F-3, F6F-3(N), F6F-5 and F6F-5(N).

How do they define the "limit" periods though?
Is it five minutes per flight, or five-minutes-then-back-it-off-for-a-few-seconds-then-another-five-minutes ad infinitum?