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Originally Posted by Blackdog_kt
Brilliant post Azimech. Just goes to show how much enhanced systems modelling would open up new tactical possibilities and situations.
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Well, thank you
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Another one, consider the effects of hypoxia with a damaged oxygen delivery system, as well as the risk of fire because of leaking oxygen. If your aircraft doesn't suffer some kind of immediate fire or explosion (in the event that the pressurized tank suffers a direct hit by a cannon shell or an incendiary round), you would still be limited to 10000-12000 feet or thereabouts for the remainder of the mission.
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Which also would be affecting a crew.
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As for magnetos, the main reason to switch between them is not to run on a single one but to determine if one of the two has failed. Initially dual magnetos were provided as a means of redundacy/safety, but then it was discovered that the engine works better with both of them on just like you pointed out.
It then became standard practice to run the engine on both, unless a failure of one system forced the pilot to switch to the other. The way the magneto check works is that when running on both the engine runs at a slightly higher RPM than when running on one. Usually, the drop in RPM is miniscule (50-100 in many cases) but it still registers on the instrument needles.
Knowing the correct drop, it's easy to cross check and see it it's "by the numbers" supplied by the manufacturer or not. In fact, pilot operating handbooks usually state permissible values as "a drop of no more than X RPM when switching from both to a single magneto AND no more than Z RPM difference when comparing left and right magnetos". In this way, if the RPM drops more than X RPM when running on the left magneto, and/or running on the left magneto is more than Z RPM lower than when running on the right one, it's easy to see that the left magneto is faulty.
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Yes, all true. I wouldn't mind if it's in the sim but it could be left out, since checking the mags & engine RPM is only done on the airfield prior to a mission or any flight. If one of the ignition systems fail due to battle damage, there would be no reason to test during flight whether it's the first or second. Well maybe if you don't know one has failed but have a hunch and wish to lower manifold pressure to prevent engine knock.
Offtopic:
On fire and explosions, I wonder if SOW will have the properties of Elektron modeled as used in some aircraft types of the Luftwaffe and used for their incendiary bombs and cannons, also during the BOB. You know the stuff, once ignited it would burn a plane in half with bright white flames.
From the Heinkel He 70 wiki:
"The main weakness of the He 70 design soon became obvious. The He 70 airframe was made out of so-called "electron metal", a very light, yet strong alloy of magnesium, which burns spontaneously in air when heated, and is only exhausted when covered in sand. A single hit from a light machine gun usually set the entire plane ablaze, killing the crew. "
http://www.ww2incolor.com/forum/show...neguns./page10
10-05-2010, 01:24 AM
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