Bf109E-3

[Kurfürst]

I did some testing with the E-3 today for speed at 0 and 5 km rated altitudes, and climb between 0 and 6000 meter.

Refer below to my findings, compared graphically to the actual Bf 109E Specification sheets of 1939, found here: http://www.kurfurst.org/Performance_...chreibung.html



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[unreasonable]

That is interesting - assuming your flying was accurate the climb is linear as opposed to showing the drop off shown in the manual data - suggests something missing from the CEM model/FM, air density?

That is apart from the difference of the slope...

[Kurfürst]

Originally Posted by unreasonable

That is interesting - assuming your flying was accurate the climb is linear as opposed to showing the drop off shown in the manual data - suggests something missing from the CEM model/FM, air density?

That is apart from the difference of the slope...

I've noticed the same. VSI readings during the climb were pretty constant, given the DB power curve and historical 109 climb curves, I'd expect climb to rise up to ca. 2000m, then decrease slowly up to the rated altitude, and drop off much quicker (engine is running out of umph, and the air is thinner too). The Il-2 manual's graph suggests the same..

Instead, its just like in Il-2, climb rate does not change much, if at all straight up from SL to rated altitude, then its dropping off... frankly I am disappointed quite a bit. Stalls don't show much improvement, CEM so-so (ie. rpm-boost limitations and detonation still not present), individual control characteristics and harmony for planes non-existant... they all feel the same. And I've found it impossible to break structure with even the silliest manouvres. Overspeeding kills it, but that's all...

[III/JG11_Simmox]

yea,sadly the 109s an absolute pig at the moment
hasnt a snowballs chance in hell against the spit II.multiplayer.

the spits II were running rings around me ,even when i had the advantage,so,a little depressed at my pathetic skills,i took a spit II up for a spin

needless to say,it was obvious why i was struggling against them
the energy they can retain is excellent
took on 2 109s and a G50 together at low alt and was in no danger of being shot down,the energy advantage made it just so much of an advantage,to get stuck in and just turn and burn
fast on the deck and climb well,the only place i was struggling against the 109,was at 5k,where the 109 should be better,even then i reckon i was gaining,but,hard to say.

so in short,im quiting the fatherland,and mother england,here i come

[6S.Manu]

Originally Posted by III/JG11_Simmox

so in short,im quiting the fatherland,and mother england,here i come

[Winger]

Originally Posted by Kurfürst

I did some testing with the E-3 today for speed at 0 and 5 km rated altitudes, and climb between 0 and 6000 meter.

Refer below to my findings, compared graphically to the actual Bf 109E Specification sheets of 1939, found here: http://www.kurfurst.org/Performance_...chreibung.html



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I realized the lack of performance in the 109 too. 1c REALLY has to do something to fix that "unintentional mismodeling" in FM

Winger

[robtek]

I've tried today to reach the max. service altitude of 11.000m.

In short: NO WAY!

The engine is sputtering and quitting at 7.400m, Oil-temp fluctuating from 0 to 120 degree, water temp and fuel level also fluctuating without appearant reason.

Free-flight over France - Map. Full CEM on.

Same with the Bf110, altough only 7000m max.
Same fluctuations.

It seems that the engines are not modelled correctly.
Though, the spit II has a max. ceiling of 18.000ft -> ca. 5.500m.

Maybe the problem is in the atmosphere-modeling, but then again, according to some posters in this forum the spit does reach max speed.

[Kurfürst]

Could be a problem with auto-mixture, as some posters suspect, I can see some black puffs coming out from the exhausts periodically..